Kenniscentrum voor fietsbeleid

Risks posed by lorries

Otto van Boggelen , Fietsberaad
2007

Analysis and data on the safety risks to cyclists posed by lorries.

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The major conclusions are:

* Safety risks to cyclists posed by the average lorry have displayed a downward trend over the past two decades. This is in line with the general increases in road safety.
* Around the time of introduction of the blind-spot mirror in 2003 lorry risks have moreover decreased steeply. Not only in cases of typical blind-angle accidents, but in other lorry-bicycle accidents as well. This steep decrease, however, was only temporary. This confirmed the SWOV-conclusion that this was mainly the effect of the extra publicity surrounding the introduction of the blind-spot mirror, making drivers and cyclists more attentive.
* An average lorry on a 50 km/h road is less often involved in bicycle accidents than other motor vehicles. However, injuries are much more serious in case of lorry accidents. Lorries are on average over 7.5 times more often involved in fatal bicycle accidents as other motor vehicles. The serious outcome is probably directly due to the lorry’s mass, but the shape of the cabin is a contributing factor as well. In collisions with a lorry cyclists often end up beneath the wheels, whereas they often land on top of the hood in collisions with private cars.
* Lorries are most dangerous for elderly cyclists. Due to their vulnerability the consequences of a collision are more serious anyway for elderly cyclists, even when private cars are concerned. Chances of fatal injury are twice as high again in case of lorries.
* The relatively high risks for children posed by lorries are remarkable. For younger cyclists a lorry is over 26 times more dangerous than an average motor vehicle. Over the past 10 years 13 young cyclists were killed as a result of colliding with a private car, motorcycle or van, compared to no less than 26 children in a collision with a lorry or bus. It is likely there is a relation with the fact that children are smaller and therefore more often caught in the blind spot.
* In general roundabouts increase traffic safety. Risks of lorries on roundabouts remain high, however. In cases of fatal injuries, lorries are 17 times as dangerous to cyclists on roundabouts as other motor vehicles. In comparison, at an average intersection a lorry is over 7.5 times as dangerous

Report
C.C. Schoon - SWOV , SWOV, rapport 2003-33
2004
Analyse van ongevallen van het type fietser/autofront.
Report
C.C. Schoon - SWOV , SWOV, rapport R-2006-2
2006
Analyse van ongevallen tussen rechtsaf slaande vrachtwagens en fietsers.
Report
E. van Hassel, R. de Lange (TNO) , TNO en Fietsersbond
2007
Report of computer simulations of cyclist to car accidents and possible measures tot make auto fronts less dangerous.
Report
C.C. Schoon - SWOV , SWOV, report 2003-33
2004
Cyclist – car front collisions; factors that influence occurrence and injury severity.
Stefan Langeveld (Baluw)
02-06-2011 @ 10:07

Het berekenen van relatieve risico's en dergelijke levert weinig op qua inzicht in oorzaken.
“Uit diverse onderzoeken is wel gebleken dat rotondes over het algemeen aanzienlijk veiliger zijn dan andere kruispuntvormen”. Er zijn nog te weinig rotondes (bibeko) om dat te stellen. Volgens mij gaan rotondes en fietsverkeer niet samen, o.m door het (meer dan begrijpelijke) tegen-de-richting-in fietsen dat het voordeel van rotondes teniet doet. De notitie merkt wel op dat het zichtprobleem groter wordt door de vele bochten. Veel rotondes in steden staan hoog in de black spot lijst. Ik ben bang dat het geloof in rotondes ook hardnekkig zal blijven.
Het feit dat dode-hoek ongevallen vaak bij stoplichten gebeuren ontbreekt. Die moeten een kruispunt toch veiliger maken, of niet ? Lees daarom mijn analyse op baluw

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